Switch.



C. D. LOGAN.

4SWITCH. APPLICATION FILED DO. 9, 1911.

Patented May 28, 1912.

CRAWFORD D. LGAN, OF COAL HILL, ARKANSAS, ASSIGNOR 0F ON E-I-IALF TO JOHN I-I. DUNN, 0F COAL HILL, ARKANSAS.

SWITCH.

Loaaoai.

To all whom t may concern:

Be it known that I, CRAWFORD D. LOGAN, a citizen of the United States, residing at Coal Hill, in the county of Johnson and VState of Arkansas, have invented a new and useful Switch, of which the following is a specification.

This invention pertains to a switch construction, which provides for transfer of a car or train from the main line to a siding without necessitating the cutting of the main line rails.

An object of the invention is the safe-4 guarding against accidents by reason of derailment at switches and also the simplifying of the switch construction, so that a sidingV may be arranged at any point along the line with the least change of themain line rails, it being only necessary to remove a single rail to install the frog.

The invention as hereinafter particularlyclaimed will be readily understood from the following detailed description, taken in connection with the accompanying illustrative drawings, in which:

Figure 1 is a plan view of a. switch, embodying the preferred form of the invention. Fig. 2 is a transverse section on the line 22 of Fig. 1. Fig. 3 is a similar` view Von the line 3-8 of Fig. 1. Fig 4 is a section taken on the same line as Fig. 2, but indicating the position of the parts when traversed by a car wheel. Fig. 5 is a fragmentary view in side elevation of one of the switch points. Fig. 6 is a detail perspective view of the automatic lock. Fig. 7 is a section on the line 7`-7 of Fig. 1.

In this drawing, the main line rails `1 and 2 are of the usual construction, except that the rail 1 is not cut to allow for the passage of the wheel liange onto the siding composed of rails 3 and 4. The guard rails 5 and 6 are also of theusual construction; likewise the switch stand 7 and its shifting connections 8 and 9.

The novel featuresA of the invention are embodied more especially in 'the switch points 10 and 11,' the inner switch point 10 being of the usual construction except that it gradually rises from its initial portion 12 at the level of the main rail 2 to a higher level in its medial portion above the tread of the rail 2, and again descends to the level of the main line rails in its rear portion 13, whereby as the wheel traverses said point,

Specicaton of Letters Patent.

Application fl1ed December 9, 1911.

Patented May 28,1912. Serial N0. 664,831.

i it is lifted for a purpose which will be later described, and then lowered to its former level.

The switch point 11 has in its forward portion the cross section shown in Figs. 2, 3, 4 and 7, that is, a web 14 rising from the outwardly extending base 15 and provided above with a laterally extending inwardly projecting tread 16, which overlies the tread of the main rail l. The switch point 11 rests alongside the main rail 1 and closely adjacent thereto with its tread 16 overlying the tread of the rail 1. At its forward end it is beveled practically to an edge 17, and in its medial portion is thickened to bring the upper face of the tread portion into substantially the same hori- .zontal plane as the upper face of the tread so that they clear the rails of the main line,

lowering them to their original position after they have passed beyond said rails.

VAn important feature of this construction as thus far described, is the elevating of both wheels so as to maintain the car level at this point.

In order to guard against any shifting of .the switch points while pressed upon by the weight of the cars, I provide fixed locking means, which supplements the switch stand lock, the locking effect `being distributed along the switch point. The improved feature consists in the provision of the recess beneath the switch point 11, formed either inthe cross ties or inthe metal plates arranged thereon beneath the switch point.

Preferably a bifurcated metal plate or plates 20 is secured on the ties 21 on the outside of the rail 1, said plate reduced in thickness on its inner end at 22 to provide a shoulder 23, the extent of the portion 22 being substantially equal to the width of the switch point base 15, and also of a depth corresponding approximately to the thickness of the said base. Arranged between the two plates 2O or between the forks of the single above and out of Contact with the rail 1.

Upon the outer end of the cross tie 27 is arranged a similar plate 28, exceptthat the spring member 24C is omitted, this plate being provided with a recessed portion 29 underlying the switch point as in the case of the recess 22.

It will be observed that ordinarily the switch point 11 is maintained out of contact with the rail 1 and that when the switch is thrown from its open to its closed position, the spring 24 acts as a sliding support upon which the switch point is moved inwardly and any friction or obstruction, which would otherwise be present by the sliding engagement between the tread of the rail 1 and the underside of the tread por tion of the switch point 16, is obviated, and when in the closed position the parts occupy the relation shown in Fig. 1 with the switch point 11 spaced above the rail 1. As soon, however, as t-he forward wheels of the car reach said switch point 11, it is depressed to the position shown in Fig. 4;, and the base of the point enters the recess 22 and is confined therein by the shoulders 23, so that it is effectually prevented from shifting lat erally while under the weight of the cars, whereas after the weight of the cars is removed, the switch point 11 is lifted to its normal position by the spring 24 and may then be opened by means of the operating mechanism of the switch stand 7. y

What is claimed is 1. In a switch, the combination with the main track. and the siding, of inner and outer switch points having their upper faces elevated above t-he main rails to substantially the same extent and for a distance corresponding to the height of the #wheel iange, and yielding means to normally hold the outer switch point above and out of contact with its main rail.

2. In a switch, the combination with the main track, and the siding, of inner and outer switch points having their upper faces elevated above the main rails for a distance corresponding to the height of a wheel ange, the outer switch point being normally arranged above and out of contact with its main rail, and fixed locking means arranged to engage with the outer switch point to hold the latter against outward movement when the said outer switch point is depressed.

3. In a switch, the combination with the main track, and the siding, of inner and outer switch points having their upper faces elevated above the main rails to substantially the same extent and for a distance corresponding to the height of the wheel flange, the inner switch point lying closely alongside 'its main rail, and the outer switch point having a vert-ical web lying closely alongside its rail, and a laterally extending tread overlying the main rail.

4. In a switch, t'he combination with the main t-rack, and the siding, of inner and outer switch points, the inner switch point lying closely alongside its main rail and its tread rising from its initial portion at the level of the main rail to a level in its medial portion above that of the main rail, and the outer switch point having a vertical web lying closely alongside its rail, and a laterally extending tread overlying the main rail at substantially the same elevation as the tread of the inner point.

5. In a switch, the combination with the main track, and the siding, of inner and outer switch points having their upper faces elevated above the main rails to substantially the same extent and for a distance corresponding to the height of the wheel flange, the inner switch point lying closely alongside its main rail, and the outer switch point having a vertical web lying closely alongside its rail, and a laterally extending tread overlying the main rail, and yielding means to normally hold the outer switch poilnt above and out of contact with its main rai 6. In a switch, the combination with the main track, and the siding, of inner and outer switch points, the inner switch point lying closely alongside its main rail and its tread rising from its initial portion at the level of the main Lrail to a level in its medial portion above that of the main rail, and the outer switch point having a vertical web lying closely alongside its rail and a laterally extending tread overlying the main rail at substantially the same elevation as the tread of the inner' point, and yielding means to normally hold the outer switch point above and out of contact with its main rail.

7. In a switch, the combination with the main track, and the siding, of inner and outer switch points having their upperfaces elevated above the main rails to substantially the same extent and for a distance corresponding to the height of the wheel flange, the inner switch point lying closely alongside its main rail, and the outer switch point having a vertical web lying closely alongside its rail and a laterally extending tread overlying the main rail, a longitudinally extending recess provided beneath the outer. switch point and corresponding in width substantially thereto, and a spring member bridging the recess and yieldinglyl supporting the point thereabove and out of contact with its main rail.

8. In a switch, the combination with the main track, and the siding, of inner and outer switch points having their upper faces elevated above the main rails to substantially the same extent and for a distance corresponding to the height of the wheel flange, the inner switch point lying closely alongside its main rail, and the outer switch point having a vertical web lying closely alongside its rail and a laterally extending tread overlying the main rail, metal plates arranged upon the ends of the cross ties beneath the outer switch point and provided with longitudinally extending recesses disposed beneath the outer switch point in the closed position of the switch and corresponding in width substantially to that of the switch point base, said recess bounded on its outer edge by an abrupt shoulder, and a spring member bridging the recess in one of the said plates and yieldingly supporting the switch point thereabove and out of contact with its main rail.

9. In a switch, t-he combination with the main track, and the siding, of inner and outer switch points, the inner switch point lying closely alongside its main rail and its tread rising from its initial i'portion at the level ot' the main rail to a level in its medial portion above that of the main rail, and the outer switch point having a vertical web lying closely alongside its rail and a laterally extending tread overlying the main rail at substantially the saine elevation as the tread of the inner point, metal plates arranged upon the ends of the cross ties beneath the outer switch point and provided with longitudinally extending recesses disposed beneath the outer switch point in the closed position of the switch and corresponding in width substantially to that of the switch point base, said recess bounded on its outer edge by an abrupt shoulder, and a spring member bridging the recess in one of the said plates and yieldingly supporting the switch point thereabove and out of contact with its main rail. i

In testimony, that I claim the foregoing as my own, I have hereto affixed my signature in the presence of two witnesses.

CRAWFORD D. LOGAN. lVitnesses J. H. DUNN, A. G. HILL.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, I). G. 

